Montreal • Scion has always been a curious case. Launched in Canada in 2010 some eight years later than in the United States, the Toyota division has mainly ignored the bulk of car buyers — Baby Boomers — focusing instead on their offspring, who will soon, the theory goes, be buying cars in droves.

Scion cars, with their odd combinations of small and capital letters to denote models such as the tC, xB, xD and iQ, have always seemed much like their target market — still maturing, somewhat awkward, not quite the scholarly drivers we’d hope they’d become.

The 2013 Scion FR-S is about to change all that.

Clearly the most exciting car ever to come from Scion — perhaps, even the most exciting Toyota in a decade — the 2013 FR-S is the fruit of a union between Subaru and Toyota. The former created most of the major mechanical parts, while the latter held sway over the look and significant heritage, taking inspiration from Toyota’s Sports 800, the 2000 GT and the Corolla GT-S (the legendary AE86). The marriage gave each company its own exciting car — twins going out into the world to capture the hearts of drivers looking for a genuine, and affordable, rear-wheel-drive sports coupe.

Equally as attractive as its twin — the Subaru BRZ — the FR-S does, however, have its own personality, coming in one mono-spec trim with a black-only cloth interior but seven exterior colours from Whiteout to Hot Lava. With a long aluminum hood and standard 17-inch alloy wheels, the 2+2 is clearly blessed with sporty good looks. Parked side by side with a BRZ, it might almost be hard to tell the two cars apart, the FR-S going without the eyeliner of LED daytime running lights and HID headlamps.

Nonetheless, the parts that matter most — the engine, transmission, braking, steering and suspension in the FR-S (Front engine Rear-wheel-drive Sport) — are the same as in the BRZ, and for less money. The FR-S starts at $25,990 for the six-speed manual and $27,170 for the six-speed automatic. The BRZ starts at $27,295.

Regardless of cost, it is the standard transmission that most should consider first. Anyone with even a modicum of ability with a third pedal will find this transmission genuinely alive, responsive and tight. Not only does it mean a reduction of almost 50 kilograms in weight, the manual cements the interaction between this 1,255-kg car and its driver, never getting in the way, never failing to find the right cog, always giving back a satisfying feel from the clutch and short-throw lever.

Not that the automatic is a poor choice, especially since it comes with paddle shifters behind the wheel that blip the throttle to rev match downshifts as well as a sport mode that that quickens shift timing, but the manual somehow seems better able to extract all 200 horsepower from the 2.0-litre flat-four boxer engine equipped with Toyota’s D-4S direct-injection system and variable valve timing (VVT-i). True, 151 pound-feet of torque is not enough to move mountains, but it seems enough to make the FR-S feel motivated. Power, of course, is all in the hands of the beholder, and while a pinch more power wouldn’t go unwelcomed, the FR-S cheerily responds with what it has.

That’s especially evident in the steering and suspension, which benefit not only from electrically assisted power steering and an ideal weight balance but the lower centre of gravity of the boxer engine. A Torsen limited-slip rear differential and independent double-wishbone in the rear also help out the handling.

Pushing the car hard and fast through corners here at Autodrome Saint-Eustache, the FR-S reveals it is designed as much for performance driving as daily commutes. Steering is light and precise and with great feedback, allowing the driver to know what is happening with the car at all times. There’s a good snarl to the engine without being overbearing and an overall sense of lightness. The ideal weight balance of 53/47 makes it easy to toss the FR-S around the track — and very easy to drift — without having to worry about loss of control. It is easily the most fun I’ve had in a car under $30,000.

The bonus is a fuel economy of 9.6 litres per 100 kilometres in the city and 6.6 L/100 km on the highway with the manual-equipped car (even better with the automatic).

Like in the BRZ, there is some road noise in the cabin, but the delightful feel of the car seems to outweigh the intrusion.

The sporting intentions of the FR-S are equally evident in the interior, which has an instrument cluster more refined than the Subaru’s but no heated seats. A centre-mounted tachometer with programmable rev indicator holds centre stage on the instrument cluster. The interior seems ready for the business of driving, with a logical layout and the feel of quality. The six-way-adjustable driver seat and four-way passenger seat provide adequate support and seem comfortable enough. The rear seats seem intended to be used sparingly and for small people, but the seat can be folded flat for added cargo carrying. Because the seat is not split 50/50, carrying three people and some snowboards is out of the question. Bluetooth phone connectivity is standard. An optional premium audio system that includes a 5.8-inch touchscreen display is available, as is Bongiovi Acoustics digital power.

But that’s all there is for options outside of the transmission choices. In a few months, TRD accessories, including performance brake pads, a big brake kit, cold-air intake, exhaust system, lowering springs, strut brace, air filter and quickshifter, will be available.

For now, the FR-S is clearly the most appealing car ever to come from Scion. Arriving at dealers at the end of May, the FR-S is a hoot to drive fast or slow, looks fantastic and has all the right attributes to be considered a genuine driver’s car. It’s priced right, too. With all those stars aligned, Scion seems to have finally got the car it needs to ignite some passion for the brand.